Universal axle-hub assembly

ABSTRACT

A universal axle-hub assembly is provided for an off-road vehicle. The universal axle-hub assembly comprises a wheel hub that receives a constant velocity (CV) axle snout into an opening extending through an axle support of the wheel hub. An outboard-most portion of the opening is a splined portion that engages with similar splines disposed on an outboard-most portion of the CV axle snout. An inboard-most portion of the opening is a smooth portion that receives a smooth portion of the CV axle snout. The axle support extends through an entirety of the width of a bearing that supports the wheel hub, such that the bearing supports the smooth portion of the CV axle snout and substantially eliminates shear forces acting on the splined portion of the CV axle snout. A bearing carrier supports the bearing and may be fastened onto a trailing arm or a spindle of the off-road vehicle.

PRIORITY

This application claims the benefit of and priority to U.S. Provisionalapplication, entitled “Off-Road Front Suspension System,” filed on Apr.3, 2017 and having application Ser. No. 62/480,960.

FIELD

The field of the present disclosure generally relates to vehiclesuspension systems. More particularly, the field of the inventionrelates to a universal axle-hub assembly for an off-road vehicleconfigured to improve assembly, servicing, and repairing of an off-roaddrivetrain of the vehicle.

BACKGROUND

A double wishbone suspension is a well-known independent suspensiondesign using upper and lower wishbone-shaped arms to operably couple afront wheel of a vehicle. Typically, the upper and lower wishbones orsuspension arms each has two mounting points to a chassis of the vehicleand one mounting joint at a spindle assembly or knuckle. A shockabsorber and a coil spring may be mounted onto the wishbone to controlvertical movement of the front wheel. The double wishbone suspensionfacilitates control of wheel motion throughout suspension travel,including controlling such parameters as camber angle, caster angle, toepattern, roll center height, scrub radius, scrub, and the like.

Double wishbone suspensions may be used in a wide variety of vehicles,including heavy-duty vehicles, as well as many off-road vehicles, asshown in FIG. 1. FIG. 1 shows an off-road vehicle 100 that is of a Sideby Side variety. The Side by Side is a four-wheel drive off-road vehiclethat typically seats between two and six occupants, and is sometimesreferred to as a Utility Task Vehicle (UTV), a Recreational Off-HighwayVehicle (ROV), or a Multipurpose Off-Highway Utility Vehicle (MOHUV). Inaddition to the side-by-side seating arrangement, many UTVs have seatbelts and roll-over protection, and some may have a cargo box at therear of the vehicle. A majority of UTVs come factory equipped with hardtops, windshields, and cab enclosures.

The double-wishbone suspension often is referred to as “double A-arms”,although the arms may be A-shaped, L-shaped, J-shaped, or even a singlebar linkage. In some embodiments, the upper arm may be shorter than thelower arm so as to induce negative camber as the suspension jounces(rises). Preferably, during turning of the vehicle, body roll impartspositive camber gain to the lightly loaded inside wheel, while theheavily loaded outer wheel gains negative camber.

The spindle assembly, or knuckle, is coupled between the outboard endsof the upper and lower suspension arms. In some designs, the knucklecontains a kingpin that facilitates horizontal radial movement of thewheel, and rubber or trunnion bushings for vertical hinged movement ofthe wheel. In some relatively newer designs, a ball joint may bedisposed at each outboard end to allow for vertical and radial movementof the wheel. A bearing hub, or a spindle to which wheel bearings may bemounted, may be coupled with the center of the knuckle.

Constant velocity (CV) joints allow pivoting of the suspension arms andthe spindle assembly, while a drive shaft coupled to the CV jointdelivers power to the wheels. Although CV joints are typically used infront wheel drive vehicles, off-road vehicles such as four-wheeledbuggies comprise CV joints at all wheels. Constant velocity jointstypically are protected by a rubber boot and filled with molybdenumdisulfide grease.

Given that off-road vehicles routinely travel over very rough terrain,such as mountainous regions, there is a desire to improve the mechanicalstrength and performance of off-road drivetrain and suspension systems,while at the same reducing the mechanical complexity of such systems.

SUMMARY

A universal axle-hub assembly is provided for an off-road vehicle. Theuniversal axle-hub assembly comprises a wheel hub that is configured toreceive a constant velocity (CV) axle snout into an opening extendingthrough an axle support of the wheel hub. An outboard-most portion ofthe opening is comprised of a splined portion that engages with similarsplines disposed on an outboard-most portion of the CV axle snout. Aninboard-most portion of the opening is comprised of a smooth portionthat receives a smooth portion of the CV axle snout. The axle supportextends through an entirety or more of the width of a bearing configuredto support the wheel hub, such that the bearing supports the smoothportion of the CV axle snout and substantially eliminates shear forcesacting on the splined portion of the CV axle snout. A bearing carrier isconfigured to support the bearing and be fastened onto a trailing arm ora spindle of the off-road vehicle. A brake disc is configured to befastened onto the wheel hub.

In an exemplary embodiment, an axle-hub assembly for an off-road vehiclecomprises a wheel hub configured to be coupled with a wheel of theoff-road vehicle and comprising an axle support configured to receive aconstant velocity (CV) axle snout; a bearing comprising an inner racethat receives and supports the axle support; a bearing carriercomprising an opening that supports an outer race of the bearing, thebearing carrier being configured to be fastened onto a trailing arm or aspindle of the off-road vehicle; and a brake disc that is fastened ontothe wheel hub and configured to slidably receive brake shoes disposedwithin a brake caliper of the off-road vehicle.

In another exemplary embodiment, the wheel hub includes a plurality ofholes comprised of an even number of threaded holes and an even numberof relatively larger smooth holes that are alternatingly distributed onthe periphery of the wheel hub, the threaded holes being configured toreceive threaded fasteners to fastening the brake disc onto the wheelhub, the smooth holes being configured to receive wheel studs, such thata threaded portion of each of the wheel studs extends beyond the wheelhub. In another exemplary embodiment, the wheel studs are forciblyinserted into the smooth holes, the threaded portions being configuredto receive lug nuts for the purpose of fastening the wheel onto thewheel hub.

In another exemplary embodiment, the axle support comprises acylindrical portion of the wheel hub and an opening concentricallydisposed within the cylindrical portion that extends through an entiretyof the wheel hub and is configured to receive the CV axle snout. Inanother exemplary embodiment, an outboard-most portion of the opening iscomprised of a splined portion that is configured to engage with similarsplines disposed on an outboard-most portion of the CV axle snout, andwherein an inboard-most portion of the opening is comprised of a smoothportion that is configured to receive a smooth portion of the CV axlesnout. In another exemplary embodiment, the splined portion isconfigured to lock the wheel hub into rotational engagement with thesplined portion of the CV axle snout, such that torque may be conductedby way of a drive axle to the wheel. In another exemplary embodiment,the smooth portion supports the smooth portion of the CV axle snout,such that the splined portion of the CV axle snout is substantially freeof shear forces. In another exemplary embodiment, the axle supportextends through an entirety or more of the width of the bearing, suchthat the bearing supports a smooth portion of the CV axle snout andsubstantially eliminates shear forces acting on a splined portion of theCV axle snout, thereby substantially eliminating a potential wheel lossfrom the off-road vehicle.

In another exemplary embodiment, the axle support comprises an exteriordiameter that is suitably sized to engage with the inner race of thebearing, such that the bearing supports the wheel hub in a rotatingrelationship with respect to the bearing carrier supporting the outerrace of the bearing. In another exemplary embodiment, the bearing isretained in the bearing carrier by way of a retaining ring disposedwithin a groove at a first side of the outer race and a ridge disposedin the opening at a second side of the outer race.

In another exemplary embodiment, the bearing carrier is comprised of aflange and a lip that are concentric with the opening that supports theouter race of the bearing, the flange being configured to be engagedwith a mating surface disposed on any of the trailing arms and spindlesof the off-road vehicle, and the lip being configured to slidably engagewithin an interior surface of an opening that is concentric with themating surface. In another exemplary embodiment, the flange comprises aplurality of holes that are configured to allow inserting a plurality ofthreaded fasteners through the plurality of holes into a plurality ofthreaded holes disposed in the mating surface for fixating the flange tothe mating surface. In another exemplary embodiment, the lip isconfigured to align the flange with the mating surface, such that theplurality of holes in the flange may be aligned with the plurality ofthreaded holes disposed in the mating surface. In another exemplaryembodiment, the flange includes a thinner portion configured toaccommodate coupling a brake caliper bracket with the bearing carrier,the brake caliper bracket being configured to receive a brake calipersuch that brake shoes within the brake caliper may be engaged with thebrake disc for the purpose of slowing rotation of the wheel hub. Inanother exemplary embodiment, three or more of the plurality of threadedfasteners may be inserted through holes in the brake caliper bracket andthe plurality of holes, and then engaged with the plurality of threadedholes.

In an exemplary embodiment, an axle-hub assembly for an off-road vehiclecomprises a wheel hub configured to receive a constant velocity (CV)axle snout; a bearing configured to support the wheel hub; a bearingcarrier configured to support the bearing and be fastened onto atrailing arm or a spindle of the off-road vehicle; and a brake discconfigured to be fastened onto the wheel hub.

In another exemplary embodiment, an axle support comprising acylindrical portion of the wheel hub is configured to receive the CVaxle snout. In another exemplary embodiment, the axle support extendsthrough an entirety or more of the width of the bearing, such that thebearing supports a smooth portion of the CV axle snout and substantiallyeliminates shear forces acting on a splined portion of the CV axlesnout, thereby substantially eliminating a potential wheel loss from theoff-road vehicle. In another exemplary embodiment, an outboard-mostportion of an opening extending through the axle support is comprised ofa splined portion that engages with similar splines disposed on anoutboard-most portion of the CV axle snout, and wherein an inboard-mostportion of the opening is comprised of a smooth portion that receives asmooth portion of the CV axle snout. In another exemplary embodiment,the splined portion is configured to lock the wheel hub into rotationalengagement with the splined portion of the CV axle snout, such thattorque may be conducted by way of a drive axle to the wheel, and whereinthe smooth portion supports the smooth portion of the CV axle snout,such that the splined portion of the CV axle snout is substantially freeof shear forces.

BRIEF DESCRIPTION OF THE DRAWINGS

The drawings refer to embodiments of the present disclosure in which:

FIG. 1 illustrates an exemplary embodiment of an off-road vehicle thatis particularly suitable for implementation of a universal axle-hubassembly in accordance with the present disclosure;

FIG. 2 illustrates a front view of a front suspension system comprisinga universal axle-hub assembly that is configured to couple a front wheelwith a passenger side of an off-road vehicle;

FIG. 3 illustrates an isometric view of a wishbone trailing armcomprising a universal axle-hub assembly that is configured to couple arear wheel with a passenger side of an off-road vehicle;

FIG. 4 illustrates an isometric view of the wishbone trailing arm ofFIG. 3 showing an opening configured to receive a universal axle-hubassembly;

FIG. 5A illustrates a front isometric view of an exemplary embodiment ofa universal axle-hub assembly;

FIG. 5B illustrates a rear isometric view of the exemplary embodiment ofthe universal axle-hub assembly of FIG. 5A;

FIG. 6A illustrates a side plan view of the exemplary embodiment of theuniversal axle-hub assembly of FIG. 5A;

FIG. 6B illustrates a front plan view of the exemplary embodiment of theuniversal axle-hub assembly of FIG. 6A;

FIG. 6C illustrates a rear plan view of the exemplary embodiment of theuniversal axle-hub assembly of FIG. 6B;

FIG. 7A illustrates a front exploded view of the exemplary embodiment ofthe universal axle-hub assembly of FIG. 5A;

FIG. 7B illustrates a side exploded view of the exemplary embodiment ofthe universal axle-hub assembly of FIG. 7A; and

FIG. 7C illustrates a rear exploded view of the exemplary embodiment ofthe universal axle-hub assembly of FIG. 7B.

While the present disclosure is subject to various modifications andalternative forms, specific embodiments thereof have been shown by wayof example in the drawings and will herein be described in detail. Theinvention should be understood to not be limited to the particular formsdisclosed, but on the contrary, the intention is to cover allmodifications, equivalents, and alternatives falling within the spiritand scope of the present disclosure.

DETAILED DESCRIPTION

In the following description, numerous specific details are set forth inorder to provide a thorough understanding of the present disclosure. Itwill be apparent, however, to one of ordinary skill in the art that theinvention disclosed herein may be practiced without these specificdetails. In other instances, specific numeric references such as “firstjoint,” may be made. However, the specific numeric reference should notbe interpreted as a literal sequential order but rather interpreted thatthe “first joint” is different than a “second joint.” Thus, the specificdetails set forth are merely exemplary. The specific details may bevaried from and still be contemplated to be within the spirit and scopeof the present disclosure. The term “coupled” is defined as meaningconnected either directly to the component or indirectly to thecomponent through another component. Further, as used herein, the terms“about,” “approximately,” or “substantially” for any numerical values orranges indicate a suitable dimensional tolerance that allows the part orcollection of components to function for its intended purpose asdescribed herein.

In general, the present disclosure describes a universal axle-hubassembly for an off-road vehicle. The universal axle-hub assemblycomprises a wheel hub configured to be coupled with a wheel of theoff-road vehicle and includes an axle support configured to receive aconstant velocity (CV) axle snout. A bearing comprises an inner racethat receives and supports the axle support. The axle support extendsthrough an entirety or more of the width of the bearing, such that thebearing supports a smooth portion of the CV axle snout and substantiallyeliminates shear forces acting on a splined portion of the CV axlesnout. A bearing carrier comprises an opening that supports an outerrace of the bearing. The bearing is retained in the bearing carrier byway of a retaining ring disposed within a groove at a first side of theouter race and a ridge disposed in the opening at a second side of theouter race. The bearing carrier is configured to be fastened onto atrailing arm or a spindle of the off-road vehicle. A brake disc isconfigured to be fastened onto the wheel hub and slidably receive brakeshoes disposed within a brake caliper of the off-road vehicle.

FIG. 1 shows an off-road vehicle 100 that is particularly suitable forimplementation of a universal axle-hub assembly in accordance with thepresent disclosure. As disclosed hereinabove, the off-road vehicle 100generally is of a Utility Task Vehicle (UTV) variety that seats twooccupants, includes a roll-over protection system 104, and may have acab enclosure 108. Rear wheels 112 of the off-road vehicle 100 may beoperably coupled with a chassis 116 by way of a trailing arm suspensionsystem. Front wheels 120 may be operably coupled with the chassis 116 byway of the front suspension system.

FIG. 2 illustrates a front view of a front suspension system 124comprising a universal axle-hub assembly 128 that is configured tocouple the front wheel 120 with a passenger side of the off-road vehicle100. The front suspension system 124 is comprised of an upper suspensionarm 132 and a lower suspension arm 136 that couple the front wheel 120with the chassis 116. Each of the upper and lower suspension arms 132,136 comprises two inboard mounting joints 140 to the chassis 116 and oneoutboard mounting joint to a spindle assembly 144. As will berecognized, the upper and lower suspension arms 132, 136 generally areof a double wishbone variety of suspension that facilitates controllingvarious parameters affecting the orientation of the wheel 120 withrespect to the off-road vehicle 100, such as, by way of non-limitingexample, camber angle, caster angle, toe pattern, roll center height,scrub radius, and scrub.

It should be understood that although the front suspension system 124 isdisclosed specifically in connection with the passenger side of theoff-road vehicle 100, a driver side front suspension system is to becoupled with a driver side of the off-road vehicle. It should be furtherunderstood that the driver side front suspension system is substantiallyidentical to the front suspension system 124, with the exception thatthe driver side front suspension system is configured specifically tooperate with the driver side of the off-road vehicle 100. As will beappreciated, therefore, the driver side front suspension system and thefront suspension system 124 may be configured as reflections of oneanother across a longitudinal midline of the off-road vehicle 100.

As best shown in FIGS. 1-2, a drive axle 148 is coupled between atransaxle and the front wheel 120. The drive axle 148 is configured toconduct torque from the transaxle to the front wheel 120 and accommodatevertical pivoting motion of the front suspension assembly 124 inresponse to road conditions. The drive axle 148 is engaged with aconstant velocity (CV) joint 152 that is coupled with the universalaxle-hub assembly 128 onto which the front wheel 120 may be mounted. TheCV joint 152 allows uninterrupted torque transmission from the transaxleto the front wheel 120 during vertical pivoting of the front suspensionassembly 124 due to road conditions. The spindle assembly 140 generallysupports the universal axle-hub assembly 128, the CV joint 152, and thefront wheel 120 by way of one or more roller bearings, as describedherein.

FIG. 3 illustrates a wishbone trailing arm 156 comprising a universalaxle-hub assembly 128 that is configured to couple a rear wheel 112 tothe chassis 116, according to the present disclosure. As will berecognized by those skilled in the art, the universal axle-hub assembly128 generally is rotatably coupled with the wishbone trailing arm 156 byway of one or more suitably sized roller bearings. Further, the rearwheel 112 and the universal axle-hub assembly 128 generally are drivenby way of a constant velocity (CV) joint 152 configured to convey torquefrom an engine of the vehicle.

As best illustrated in FIGS. 3-4, the wishbone trailing arm 156 iscomprised of a first swing arm 160 and a second swing arm 164 extendingforwardly from a joined swing arm 168. A rear-most end of the joinedswing arm 168 comprises a cylindrical axle support 172 configured tocouple the universal axle-hub assembly 128 with the wishbone trailingarm 156. As shown in FIG. 4, the cylindrical axle support 172 comprisesan opening 176 that is configured to receive and support the universalaxle-hub assembly 128. A multiplicity of threaded holes 180 facilitatefastening the universal axle-hub assembly 128 onto the wishbone trailingarm 156 by way of suitably sized bolts, as described herein. An inboardportion of the opening 176 is configured to receive the CV joint 152,such that the CV joint may be fastened to the universal axle-hubassembly 128 so as to place the axle-hub assembly into rotationalcommunication with the engine. As will be appreciated, the cylindricalaxle support 132 may further serve as a rigid shield to protect the CVjoint 152 from damage due to flying rocks and road debris encounteredduring off-road driving.

As shown in FIG. 3, the wishbone trailing arm 156 may be coupled withthe chassis 116 by way of a first chassis mount 184 and a second chassismount 188. The first chassis mount 184 couples the first swing arm 160to the chassis 116 and operates as a pivot that places the wishbonetrailing arm 156 into a hinged relationship with the chassis. The secondchassis mount 188 couples the second swing arm 164 to the chassis 116and operates as a pivot that allows the wishbone trailing arm 156 tohingedly rotate relative to the chassis 116. Thus, the first and secondchassis mounts 184, 188 allow the rear wheel 112 to undergo asubstantially vertical motion according to the terrain over which thewheel is rolling while diminishing a transfer of the vertical motion tothe vehicle.

FIGS. 5A-7C illustrate several views of an exemplary embodiment of theuniversal axle-hub assembly 128 that may be used in conjunction with thespindle 144 and the wishbone trailing arm 156, as described herein.Although the above described opening 176 and threaded holes 180 thatreceive the universal axle-hub assembly 128 have been discussed withrespect to the wishbone trailing arm 156, it should be understood thatthe spindle 144 comprises a substantially identical opening 176 andthreaded holes 180, such that the universal axle-hub assembly 128 may beequivalently fastened onto the spindle 140. Moreover, it should berecognized that although the passenger-side of the off-road vehicle 100is specifically discussed herein, the spindle 144 and the wishbonetrailing arm 156 disposed on the driver side of the vehicle 100 arecomprised of openings 176 and threaded holes 180 that are configured toreceive the universal axle-hub assembly 128. Therefore, it is to beunderstood that the universal axle-hub assembly 128 may be equivalentlyinstalled or fastened onto any of the spindles 140 and wishbone trailingarms 156 disposed on the driver side and the passenger side of theoff-road vehicle 100, without limitation.

FIGS. 5A-5B illustrate respective front and rear isometric views of theuniversal axle-hub assembly 128. FIGS. 6A-6C illustrate respective side,front, and rear plan views of the universal axle-hub assembly 128. FIGS.7A-7C illustrate respective front, side, and rear exploded views of theuniversal axle-hub assembly 128. As particularly well shown in FIGS.7A-7C, the universal axle-hub assembly 128 is broadly comprised of awheel hub 192, a brake disc 196, a bearing 200, and a bearing carrier204.

The wheel hub 192 is a generally circular member that is configured tobe coupled with a wheel, such as any of the wheels 112, 120 discussedhereinabove. As best shown in FIG. 6B, the wheel hub includes acentrally disposed opening 208 and a plurality of holes that areuniformly disposed around the periphery. In the illustrated embodiment,the plurality of holes is comprised of an even number of threaded holes212 and an even number of relatively larger smooth holes 216 that arealternatingly distributed on the periphery of the wheel hub 192. Thethreaded holes 212 are configured to threadably receive threadedfasteners 220 to facilitate fastening the brake disc 196 onto the wheelhub 192, as shown in FIG. 5B. The threaded fasteners 220 may be tightlyengaged within the threaded holes 212 by way of a suitable tool fordriving the fasteners. The smooth holes 216 are configured to receivewheel studs 224, such that a threaded portion of the wheel studs extendsbeyond the wheel hub, as shown in FIG. 5A. As will be appreciated, thewheel studs 224 are generally configured to receive lug nuts for thepurpose of fastening the wheel onto the wheel hub 192. It iscontemplated that the wheel studs 224 may be forcibly inserted into thesmooth holes 216, such as by way of a press fitment.

As best shown in FIG. 6B-6C, the opening 208 extends through an entiretyof the wheel hub 192 and is configured to receive a CV axle snout (notshown) that is coupled with the CV joint 152. An outboard-most portionof the opening 208, shown in FIG. 5A, is comprised of a splined portion228 that is configured to engage with similar splines disposed on theoutboard-most portion of the CV axle snout. As shown in FIG. 5B, aninboard-most portion of the opening 208 is comprised of a smooth portion232 that is configured to receive a smooth portion of the CV axle snout.As will be appreciated, the splined portion 228 locks the wheel hub 192into rotational engagement with the splined portion of the CV axlesnout, such that torque may be conducted by way of the drive axle 148 tothe wheel coupled with the wheel hub. The smooth portion 232 serves tosupport the smooth portion of the CV axle snout, such that the splinedportion of the CV axle snout is substantially free of any shear forces.Unlike conventional wheel hubs, therefore, only driving forces areapplied to the splined portions of the wheel hub 192 and the CV axlesnout.

As shown in FIGS. 7A-7C, the smooth portion 232 of the opening 208 isconcentrically disposed within a cylindrical portion of the wheel hub192 comprising an axle support 236 that extends in an inboard directionthrough an opening 240 of the bearing 200. As will be appreciated, thebearing 200 may be of a roller-bearing variety that is comprised of aninner race and an outer race, wherein the inner race may be rotated withrespect to the outer race. Thus, in the illustrated embodiment, the axlesupport 236 may comprise an exterior diameter that is suitably sized toengage with the inner race of the bearing 200. Further, the bearing 200may have an exterior diameter that is suitably sized, such that theouter race of the bearing 200 may be received within a cylindricalopening 244 in the bearing carrier 204. The bearing 200 may be retainedin the bearing carrier 204 by way of a ridge 248 disposed in the opening244 and a retaining ring 252. As shown in FIG. 7A, the retaining ring252 may be inserted into a groove 256 disposed in the opening 244. Aswill be appreciated, therefore, the bearing 200 enables the wheel hub192 to rotate freely with respect to the bearing carrier 204.

As best shown in FIGS. 5B and 6C, the axle support 236 preferablyextends through an entirety or more of the width of the bearing 200.Experimental observation has demonstrated that conventional axlesupports that are relatively shorter than the axle support 236 allowshear forces to be exerted onto the splined portion of the CV axle snoutand onto an axle nut that affixes the CV axle snout to the wheel hub.These shear forces have been observed to cause accelerated wear anddamage to the CV axle snout and the wheel hub. In many instances, theaccelerated wearing of the CV axle snout and the wheel hub have givenrise to a shearing of the axle snout altogether, thereby allowing thewheel to separate from the off-road vehicle. Experimentation has shownthat extending the axle support 236 entirely through the inner race ofthe bearing 200, as described hereinabove, advantageously eliminates anyshear forces acting on the splined portion 228 of the opening 208. Withthe smooth portion 232 of the opening 208 and the bearing 200 supportingthe smooth portion of the CV axle snout, only driving forces are appliedto the splined portions of the wheel hub 192 and the CV axle snout.Thus, the herein disclosed relationship between the axle support 236 andthe bearing 200, best shown in FIGS. 5B and 6C, substantially eliminatespotential wheel loss from the off-road vehicle 100.

The bearing carrier 204 generally is configured to be received by, andfastened into, the opening 176 of any of the spindles 144 and wishbonetrailing arms 156, as described herein. The bearing carrier 204 is agenerally cylindrically-shaped member configured to retain the bearing200, as described above, and is comprised of a flange 260 and a lip 264that are concentric with the opening 244. The lip 264 is configured toslidably engage within an interior surface 268 of the opening 176, andthus the lip may aid with installing the bearing carrier 204 into theopening 176. The lip 264 may further align the flange 260 with a matingsurface 272 surrounding the opening 176, such that holes 276 in theflange 260 may be aligned with the threaded holes 180 surrounding theopening 176. As best shown in FIG. 6A, the holes 276 are configured toallow threaded fasteners 280 to be inserted through the flange 260 andengaged with the threaded holes 180 for the purpose of fixating theflange 260 to the mating surface 272. In the illustrated embodiment, theholes 276 are countersunk to provide clearance between the brake disc196 and head portions of the threaded fasteners 280.

As best illustrated in FIGS. 7A and 7C, the flange 260 may include athinner portion 284 to accommodate coupling a brake caliper bracket 288with the bearing carrier 204. In the embodiment illustrated herein,three of the threaded fasteners 280 may be inserted through holes in thebrake caliper bracket 288 and the holes 276, and then engaged with thethreaded holes 180. tightening the threaded fasteners 280 within thethreaded holes 180 fixates the brake caliper bracket 288 and the bearingcarrier 204 within the opening 176. As will be appreciated by thoseskilled in the art, coupling the brake caliper bracket 288 with thebearing carrier 204 facilitates mounting a brake caliper onto theuniversal axle-hub assembly 128, such that brake shoes within the brakecaliper may be engaged with the brake disc 196 for the purpose ofslowing rotation of the wheel hub 192 during operation of the off-roadvehicle 100.

As will be recognized, the embodiments of the bearing carrier 204, thebrake caliper bracket 288, and the spindles 144, as well as the wishbonetrailing arms 156, described herein generally are comprised of separatecomponents that may be coupled together. Thus, each of the spindles 144and the wishbone trailing arms 156 may be comprised of a three-piececonfiguration that includes the bearing carrier 204 and the brakecaliper bracket 188. In some embodiments, however, the bearing carrier204 may be cast or forged into the spindle 144 or the wishbone trailingarm 156. Further, the brake caliper bracket 288 may be cast or forgedinto the spindle 144 or the wishbone trailing arm 156. For example, insome embodiments, the spindle 144 may be comprised of a one-piececonfiguration wherein the bearing carrier 204 and the brake caliperbracket 288 are forged as portions of the spindle. In some embodiments,however, the spindle 144 may be a two-piece configuration in whicheither one of the bearing barrier 204 or the brake caliper bracket 288may be forged as a portion of the spindle. Moreover, it should beunderstood that the wishbone tailing arms 156 may each be either of aone-piece, a two-piece, or a three-piece configuration that comprisesthe bearing carrier 204 and the brake caliper bracket 288, withoutlimitation.

While the invention has been described in terms of particular variationsand illustrative figures, those of ordinary skill in the art willrecognize that the invention is not limited to the variations or figuresdescribed. In addition, where methods and steps described above indicatecertain events occurring in certain order, those of ordinary skill inthe art will recognize that the ordering of certain steps may bemodified and that such modifications are in accordance with thevariations of the invention. Additionally, certain of the steps may beperformed concurrently in a parallel process when possible, as well asperformed sequentially as described above. To the extent there arevariations of the invention, which are within the spirit of thedisclosure or equivalent to the inventions found in the claims, it isthe intent that this patent will cover those variations as well.Therefore, the present disclosure is to be understood as not limited bythe specific embodiments described herein, but only by scope of theappended claims.

What is claimed is:
 1. An axle-hub assembly for an off-road vehicle,comprising: a wheel hub configured to be coupled with a wheel of theoff-road vehicle and comprising an axle support configured to receive aconstant velocity (CV) axle snout; a bearing comprising an inner racethat receives and supports the axle support; a bearing carriercomprising an opening that supports an outer race of the bearing, thebearing carrier being configured to be fastened onto a trailing arm or aspindle of the off-road vehicle; and a brake disc that is fastened ontothe wheel hub and configured to slidably receive brake shoes disposedwithin a brake caliper of the off-road vehicle.
 2. The axle-hub assemblyof claim 1, wherein the wheel hub includes a plurality of holescomprised of an even number of threaded holes and an even number ofrelatively larger smooth holes that are alternatingly distributed on theperiphery of the wheel hub, the threaded holes being configured toreceive threaded fasteners to fastening the brake disc onto the wheelhub, the smooth holes being configured to receive wheel studs, such thata threaded portion of each of the wheel studs extends beyond the wheelhub.
 3. The axle-hub assembly of claim 2, wherein the wheel studs areforcibly inserted into the smooth holes, the threaded portions beingconfigured to receive lug nuts for the purpose of fastening the wheelonto the wheel hub.
 4. The axle-hub assembly of claim 1, wherein theaxle support comprises a cylindrical portion of the wheel hub and anopening concentrically disposed within the cylindrical portion thatextends through an entirety of the wheel hub and is configured toreceive the CV axle snout.
 5. The axle-hub assembly of claim 4, whereinan outboard-most portion of the opening is comprised of a splinedportion that is configured to engage with similar splines disposed on anoutboard-most portion of the CV axle snout, and wherein an inboard-mostportion of the opening is comprised of a smooth portion that isconfigured to receive a smooth portion of the CV axle snout.
 6. Theaxle-hub assembly of claim 5, wherein the splined portion is configuredto lock the wheel hub into rotational engagement with the splinedportion of the CV axle snout, such that torque may be conducted by wayof a drive axle to the wheel.
 7. The axle-hub assembly of claim 5,wherein the smooth portion supports the smooth portion of the CV axlesnout, such that the splined portion of the CV axle snout issubstantially free of shear forces.
 8. The axle-hub assembly of claim 4,wherein the axle support extends through an entirety or more of thewidth of the bearing, such that the bearing supports a smooth portion ofthe CV axle snout and substantially eliminates shear forces acting on asplined portion of the CV axle snout, thereby substantially eliminatinga potential wheel loss from the off-road vehicle.
 9. The axle-hubassembly of claim 1, wherein the axle support comprises an exteriordiameter that is suitably sized to engage with the inner race of thebearing, such that the bearing supports the wheel hub in a rotatingrelationship with respect to the bearing carrier supporting the outerrace of the bearing.
 10. The axle-hub assembly of claim 1, wherein thebearing is retained in the bearing carrier by way of a retaining ringdisposed within a groove at a first side of the outer race and a ridgedisposed in the opening at a second side of the outer race.
 11. Theaxle-hub assembly of claim 1, wherein the bearing carrier is comprisedof a flange and a lip that are concentric with the opening that supportsthe outer race of the bearing, the flange being configured to be engagedwith a mating surface disposed on any of the trailing arms and spindlesof the off-road vehicle, and the lip being configured to slidably engagewithin an interior surface of an opening that is concentric with themating surface.
 12. The axle-hub assembly of claim 11, wherein theflange comprises a plurality of holes that are configured to allowinserting a plurality of threaded fasteners through the plurality ofholes into a plurality of threaded holes disposed in the mating surfacefor fixating the flange to the mating surface.
 13. The axle-hub assemblyof claim 12, wherein the lip is configured to align the flange with themating surface, such that the plurality of holes in the flange may bealigned with the plurality of threaded holes disposed in the matingsurface.
 14. The axle-hub assembly of claim 12, wherein the flangeincludes a thinner portion configured to accommodate coupling a brakecaliper bracket with the bearing carrier, the brake caliper bracketbeing configured to receive a brake caliper such that brake shoes withinthe brake caliper may be engaged with the brake disc for the purpose ofslowing rotation of the wheel hub.
 15. The axle-hub assembly of claim14, wherein three or more of the plurality of threaded fasteners may beinserted through holes in the brake caliper bracket and the plurality ofholes, and then engaged with the plurality of threaded holes.
 16. Anaxle-hub assembly for an off-road vehicle, comprising: a wheel hubconfigured to receive a constant velocity (CV) axle snout; a bearingconfigured to support the wheel hub; a bearing carrier configured tosupport the bearing and be fastened onto a trailing arm or a spindle ofthe off-road vehicle; and a brake disc configured to be fastened ontothe wheel hub.
 17. The axle-hub assembly of claim 16, wherein an axlesupport comprising a cylindrical portion of the wheel hub is configuredto receive the CV axle snout.
 18. The axle-hub assembly of claim 17,wherein the axle support extends through an entirety or more of thewidth of the bearing, such that the bearing supports a smooth portion ofthe CV axle snout and substantially eliminates shear forces acting on asplined portion of the CV axle snout, thereby substantially eliminatinga potential wheel loss from the off-road vehicle.
 19. The axle-hubassembly of claim 17, wherein an outboard-most portion of an openingextending through the axle support is comprised of a splined portionthat engages with similar splines disposed on an outboard-most portionof the CV axle snout, and wherein an inboard-most portion of the openingis comprised of a smooth portion that receives a smooth portion of theCV axle snout.
 20. The axle-hub assembly of claim 19, wherein thesplined portion is configured to lock the wheel hub into rotationalengagement with the splined portion of the CV axle snout, such thattorque may be conducted by way of a drive axle to the wheel, and whereinthe smooth portion supports the smooth portion of the CV axle snout,such that the splined portion of the CV axle snout is substantially freeof shear forces.